Racing lets us compete, connect, and have fun all at the same time. It's a humbling experience that pushes everyone to learn something new. Racing also lets us see what works, what doesn't, and what is the most enjoyable. each car is equipped with a gps module, a tablet, and a camera to record data.
Timing
| Car | Best Lap (seconds) |
|---|---|
| Race Corvette | 43.375 |
| Mclaren 600lt | 46.610 |
| 67 Mustang Coupe | 48.437 |
| 71 Camaro | 49.010 |
| 67 Camaro | 50.45 |
| Boss Mustang | 50.640 |
As shown above, most of the cars are within a similar pack besides a few outliers like the Corvette. many different factors lead to this such as tires, weight, chassis, and suspension set up.
THE TRACK
The track is short yet fairly diverse. There are many different challenges throughout. The 2 most difficult Corners tend to be Turn 3 and Turn 5. turn 3 is a tight uphill turn with a grade reversal on exit.
FOOTAGE
Analysis
Below is a turn-by-turn comparison between two laps (green and red). Each section breaks down line choice, balance, and inputs through Turn 5.
Green uses a wider entry, increasing corner radius and maintaining speed through the apex. Red enters faster but turns in late, tightening the radius and forcing deceleration mid-corner. This late turn-in causes backtracking on exit, while Green’s parallel entry and exit lines allow earlier rotation, a cleaner exit, and better setup for the next corner.
Weight transfer describes how smoothly the car’s mass is loaded into a corner through steering, braking, and throttle inputs. In the lateral-G trace, the faster lap (green) shows a gradual rise, while the slower lap (red) transitions more abruptly. That slope reflects how quickly weight is moved onto the tires. In long corners where lateral grip is sustained, transferring weight earlier allows the suspension to settle before peak load. This reduces sudden body roll, preserves tire grip, and helps maintain speed through the corner.
The brake and throttle are not just speed controls, they are steering tools that manage weight transfer. Trail braking carries light brake pressure into the corner, loading the front tires and sharpening turn-in while reducing initial understeer. As the car approaches the apex, brake pressure tapers off and transitions smoothly to throttle. This stabilizes the rear, allows the wheel to unwind, and supports a cleaner, faster exit. In the figure we see a cusp in each valley
Turn 3 is our most complex turn. It has roughly 15 feet of elevation change and a harsh grade reversal at the top. On this turn we see a reversal of some trends from Turn 5.
In this section, the faster lap (green) takes a slightly tighter entry into Turn 5 due to the grade reversal at the crest. The priority is having the car straight and settled as it unloads. By entering more inside, the green line exits outward in one smooth arc, keeping the chassis stable over the crest. This avoids turning during weight unload, reducing the risk of rear instability and allowing for an earlier, more confident throttle application.
Through this section, the faster lap (green) manages weight balance more effectively. On entry, the front tires are loaded smoothly, reflected in a consistent rise in lateral G and predictable front-end bite at turn-in. As both laps climb toward the crest and the suspension begins to unload, the difference becomes clear. Green is already aligned close to its exit trajectory, crossing the crest with minimal steering angle and a neutral weight distribution. Red, by contrast, is still asking the car to turn as it becomes light, causing a brief front-end grip loss before snapping back — visible as spikes in lateral G. This instability forces Red into a wider arc and delays throttle application. Once the chassis compresses after the crest, Green can load the rear tires cleanly and return to power earlier, resulting in a smoother weight transfer and a clear exit-speed advantage.
The brake and throttle are not just speed controls; they are steering tools that manage weight transfer. Trail braking carries light brake pressure into the corner, loading the front tires and sharpening turn-in while reducing initial understeer. As the car approaches the apex, brake pressure is gradually released and smoothly transitioned to throttle. This sequence stabilizes the rear, allows the steering to unwind naturally, and produces a cleaner, faster exit.
